ZX-7R (1996 - 2003) review

Obviously Kawasaki UK didn't have one, it being a deleted model and all, but as I trawled my contact book's worth of friendly dealers across the country, I found the same story everywhere. "Can't get 'em for love or money right now" or even a burst of laughter followed by a blunt "you've got three hopes, mate..."

So when a friend turned up a mint green example the day before this test was due to begin, not only was I on the verge of kissing him, but I viewed the Kawasaki with new eyes as it was rolled out of the van that night.

See, I've always given the ZX a hard time. As a new superbike it just wasn't doing the 'do'. At 203kgs it's more into cruiser territory than anything else, and with 110bhp you've got a power-to-weight ratio the latest 600s would be ashamed of. All the Kawasaki ever needed was a better rear shock, ten more brake horse, good rubber and a couple of Slimfast shakes, but despite years of road testers everywhere saying this, nothing ever changed for the big Kwak.

Every year saw a new paintjob but no more before the poor ZX was dispatched once more to the front for the annual 750s group test in ever-more-sophisticated company to collect yet another wooden spoon.

But that was then. With the slide of the 750 class as a whole we can take a more indulgent look at the ZX, taking it on face value for what it is, rather than assassinating it for what it's not and never will be now its development has been officially halted.

The best thing about the ZX is its dependability. Climbing back on board is much like slipping on a favorite old pair of trainers, so when it came to speed testing at some daft early hour the day before our Donington sojourn and it was lashing it with rain and a howling crosswind, the Kawasaki was the bike I immediately plumped for. Once aboard I was reassured straight away by the low seat and flat attitude of the whole bike. Where the rest of this pretty bunch, especially the MV and R7, sit way high at the back in true modern racer fashion, the ZX set up is by far the least radical here which means more comfort, and, most importantly before a flat-stick blast down a lumpy, soaking runway, mucho stability.

Next came the R7. Now this was always going to be tough. Trouble with the Yamaha is its super-tall 100mph first gear that bridges the gap from a standstill into the close ratio higher gears which makes getting off the line hard an absolute bastard.

But on the go, the R7 motor still felt impressive. Although the delivery was similar to the ZX-7's in its broad yet comfortable spread of power with no surprises, you can feel the expense and development time that puts the R7 lump a quantum leap ahead of the Kawasaki's.

Next up came the MV. Although it may be a head-turner on the track, flat out on a runway it is uninspiring and frustrating in the extreme. Uninspiring because straightline speed really isn't its game, and frustrating because you're never sure how much abuse these bikes can really take.

There were no such worries on the GSX-R, our final bike up the strip. Ever since the early slab-sided GSX-R1100, these motors have had a strong reputation for reliability, and this latest 750 is no exception. The R7 may feel more refined, but the GSX-R comes close, the motor spinning up and howling as if the internals were made from finely-cut crystal, and where the GSX-R stamps all over the competition is in the way it feels. The bottom end up until 7000rpm gives you good clean drive, but from here things begin to change as the exhaust note rises and you can feel the whole bike lift its game a couple of notches.
Conveniently, the spattering showers forecast for the afternoon came and went with our lunch, leaving us to an afternoon of sun-filled playtime around Northamptonshire's finest twisties.

R7 owner Jamie was keen to stay away from his bike as much as possible, confessing that he didn't really like it much - "bloody thing. It's so uncomfortable and I know people say they're amazing to ride but I've never felt at home with the handling," he muttered before making a beeline for the Kawasaki.

A smart choice for the road too, as all the things that made it so good down the speed test strip also make it a ripper on the road. The ultimate excitement of the GSX-R really isn't there because there's no searing top end to

the ZX, but for fast and easy progress it is excellent. The handling is quite quick enough to let you really hustle the bike when you fancy, as long as you're in good shape - 203kgs will still make you sweat no matter how good the chassis - and as a package the bike balances together beautifully.

Should you want to take things a little easier, the Kawasaki is also top dog with more comfort than the rest put together.

Obviously Kawasaki UK didn't have one, it being a deleted model and all, but as I trawled my contact book's worth of friendly dealers across the country, I found the same story everywhere. "Can't get 'em for love or money right now" or even a burst of laughter followed by a blunt "you've got three hopes, mate..."

So when a friend turned up a mint green example the day before this test was due to begin, not only was I on the verge of kissing him, but I viewed the Kawasaki with new eyes as it was rolled out of the van that night.

See, I've always given the ZX a hard time. As a new superbike it just wasn't doing the 'do'. At 203kgs it's more into cruiser territory than anything else, and with 110bhp you've got a power-to-weight ratio the latest 600s would be ashamed of. All the Kawasaki ever needed was a better rear shock, ten more brake horse, good rubber and a couple of Slimfast shakes, but despite years of road testers everywhere saying this, nothing ever changed for the big Kwak.

Every year saw a new paintjob but no more before the poor ZX was dispatched once more to the front for the annual 750s group test in ever-more-sophisticated company to collect yet another wooden spoon.

But that was then. With the slide of the 750 class as a whole we can take a more indulgent look at the ZX, taking it on face value for what it is, rather than assassinating it for what it's not and never will be now its development has been officially halted.

The best thing about the ZX is its dependability. Climbing back on board is much like slipping on a favorite old pair of trainers, so when it came to speed testing at some daft early hour the day before our Donington sojourn and it was lashing it with rain and a howling crosswind, the Kawasaki was the bike I immediately plumped for. Once aboard I was reassured straight away by the low seat and flat attitude of the whole bike. Where the rest of this pretty bunch, especially the MV and R7, sit way high at the back in true modern racer fashion, the ZX set up is by far the least radical here which means more comfort, and, most importantly before a flat-stick blast down a lumpy, soaking runway, mucho stability.

Next came the R7. Now this was always going to be tough. Trouble with the Yamaha is its super-tall 100mph first gear that bridges the gap from a standstill into the close ratio higher gears which makes getting off the line hard an absolute bastard.

But on the go, the R7 motor still felt impressive. Although the delivery was similar to the ZX-7's in its broad yet comfortable spread of power with no surprises, you can feel the expense and development time that puts the R7 lump a quantum leap ahead of the Kawasaki's.

Next up came the MV. Although it may be a head-turner on the track, flat out on a runway it is uninspiring and frustrating in the extreme. Uninspiring because straightline speed really isn't its game, and frustrating because you're never sure how much abuse these bikes can really take.

There were no such worries on the GSX-R, our final bike up the strip. Ever since the early slab-sided GSX-R1100, these motors have had a strong reputation for reliability, and this latest 750 is no exception. The R7 may feel more refined, but the GSX-R comes close, the motor spinning up and howling as if the internals were made from finely-cut crystal, and where the GSX-R stamps all over the competition is in the way it feels. The bottom end up until 7000rpm gives you good clean drive, but from here things begin to change as the exhaust note rises and you can feel the whole bike lift its game a couple of notches.
Conveniently, the spattering showers forecast for the afternoon came and went with our lunch, leaving us to an afternoon of sun-filled playtime around Northamptonshire's finest twisties.

R7 owner Jamie was keen to stay away from his bike as much as possible, confessing that he didn't really like it much - "bloody thing. It's so uncomfortable and I know people say they're amazing to ride but I've never felt at home with the handling," he muttered before making a beeline for the Kawasaki.

A smart choice for the road too, as all the things that made it so good down the speed test strip also make it a ripper on the road. The ultimate excitement of the GSX-R really isn't there because there's no searing top end to

the ZX, but for fast and easy progress it is excellent. The handling is quite quick enough to let you really hustle the bike when you fancy, as long as you're in good shape - 203kgs will still make you sweat no matter how good the chassis - and as a package the bike balances together beautifully.

Should you want to take things a little easier, the Kawasaki is also top dog with more comfort than the rest put together.